JP2023069812A - Vehicle travel control method and travel control device - Google Patents

Abstract

To provide vehicle travel control method and travel control device that can shorten a time required until an own vehicle passes an intersection after stopped in the intersection.SOLUTION: When a planned travel trajectory of an own vehicle from an inlet to an outlet of an intersection in the intersection through which the own vehicle is passing while turning right or left traverses an on-coming lane of an own vehicle lane in which the own vehicle currently travels, a first travel line that makes a steady circular turn from the inlet to the outlet of the intersection and a second travel line waiting for passage of an on-coming vehicle travelling in the on-coming lane near a center of the intersection are set as planned travel trajectory of the own vehicle in the intersection, anyone of the first travel line and the second travel is selected and the own vehicle is travelled.SELECTED DRAWING: Figure 7

Description

The present invention relates to a vehicle cruise control method and a vehicle cruise control device.

There is known a vehicle control system that acquires a recommended area in which a vehicle should travel in an intersection and controls the vehicle so that it travels in this recommended area when traveling through an intersection by automatic driving, thereby allowing the vehicle to pass through the intersection. (Patent document 1).

WO2019/131371 pamphlet

However, in the conventional vehicle control system described above, only one recommended area is set to connect the approach road to the intersection and the exit road from the intersection. When your vehicle passes through an intersection by turning right or left, depending on the driving behavior of the oncoming vehicle, it may stop at the intersection temporarily, and after the oncoming vehicle passes near your vehicle, turn right or left to pass through the intersection. be. However, if only one recommended area is set, there is a problem that depending on the position of the own vehicle that stops within the intersection, it takes a long time to turn right or left after stopping and pass through the intersection.

The problem to be solved by the present invention is to provide a vehicle travel control method and a travel control device capable of shortening the time required for the own vehicle to pass through the intersection after it has stopped in the intersection.

At an intersection where the vehicle is about to turn left or right, if the planned trajectory of the vehicle from the entrance to the exit of the intersection crosses the oncoming lane of the vehicle's current lane, As the planned travel trajectory of the vehicle, a first travel line that makes a steady circular turn from the entrance to the exit of the intersection and a second travel line that waits for the passage of oncoming vehicles traveling in the oncoming lane near the center of the intersection are set. The above problem is solved by selecting either the travel line or the second travel line to make the host vehicle travel.

Advantageous Effects of Invention According to the present invention, it is possible to provide a vehicle travel control method and a travel control device capable of shortening the time required for the own vehicle to pass through the intersection after it has stopped in the intersection.

1 is a block diagram showing an embodiment of a vehicle running control device according to the present invention; FIG. 2 is a front view showing part of the input device of FIG. 1; FIG. 2 is a block diagram showing an example of an intersection control unit included in the cruise control device of FIG. 1; FIG. FIG. 4 is a plan view for explaining a scene in which the host vehicle makes a right turn at an intersection; FIG. 5 is a plan view showing an example of a travel route in a scene of turning right at an intersection in FIG. 4 using the travel control device of the present invention; 5 is a plan view showing another example of a travel route in the scene of turning right at the intersection of FIG. 4 using the travel control device of the present invention; FIG. 5 is a plan view showing still another example of a travel route in the scene of turning right at the intersection of FIG. 4 using the travel control device of the present invention; FIG. FIG. 5B is a plan view showing an example of a scene of turning right at the intersection of FIG. 4 using the travel route of FIG. 5A or 5B; 5B is a plan view showing another example of a scene of turning right at the intersection of FIG. 4 using the travel route of FIG. 5A or 5B; FIG. FIG. 4 is a flowchart showing an example of control processing executed by the intersection traveling control unit of FIG. 3; FIG.

<<Configuration of Travel Control Device>>
BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of a vehicle running control device 1 according to this embodiment. The cruise control device 1 of the present embodiment is also an embodiment for carrying out the vehicle cruise control method according to the present invention.

As shown in FIG. 1, the cruise control device 1 of this embodiment includes a sensor 11, a vehicle position detection device 12, a map database 13, an in-vehicle device 14, a navigation device 15, a presentation device 16, an input device 17, and a drive control device. 18 and a controller 19 . These devices are connected, for example, by a CAN (Controller Area Network) or other in-vehicle LAN, and can mutually transmit and receive information.

A sensor 11 detects the running state of the host vehicle. For example, the sensors 11 may include a front camera that captures the front of the vehicle, side cameras that capture the left and right sides of the vehicle, rear cameras that capture the rear of the vehicle, and obstacles in front of the vehicle. forward radar that detects obstacles behind the vehicle, side radar that detects obstacles on the left and right sides of the vehicle, vehicle speed sensor that detects the vehicle speed, and the driver turning the steering wheel Examples include a touch sensor (capacitance sensor) that detects whether or not the device is held, and an in-vehicle camera that captures an image of the driver. As the sensor 11, one of the plurality of sensors described above may be used, or two or more types of sensors may be used in combination. The detection result of the sensor 11 is output to the control device 19 at predetermined time intervals.

The own vehicle position detection device 12 includes a GPS unit, a gyro sensor, a vehicle speed sensor, and the like. The own vehicle position detection device 12 detects radio waves transmitted from a plurality of satellite communications by the GPS unit, and periodically acquires the position information of the target vehicle (own vehicle). Also, the vehicle position detection device 12 detects the current position of the target vehicle based on the acquired position information of the target vehicle, the angle change information acquired from the gyro sensor, and the vehicle speed acquired from the vehicle speed sensor. The position information of the target vehicle detected by the own vehicle position detection device 12 is output to the control device 19 at predetermined time intervals.

The map database 13 is a memory that stores three-dimensional high-precision map information including position information of various facilities and specific points, and is accessible from the control device 19 . The three-dimensional high-precision map information is three-dimensional map information based on road shapes detected when a data acquisition vehicle is used to travel on actual roads. The three-dimensional high-precision map information, together with the map information, includes detailed and high-precision information such as curved roads and their curve sizes (e.g., curvature or radius of curvature), road junctions, junctions, toll booths, and locations where the number of lanes decreases. is map information associated as three-dimensional information. However, the map information stored in the map database of the present invention is not limited to 3D high-precision map information, and may be other map information.

The in-vehicle device 14 is various devices mounted in the vehicle, and is operated by the driver's operation. Such in-vehicle devices include steering wheels, accelerator pedals, brake pedals, direction indicators, wipers, lights, horns, and other specific switches. The in-vehicle device 14 outputs the operation information to the control device 19 when operated by the driver.

The navigation device 15 acquires the current position information of the own vehicle from the own vehicle position detection device 12, and superimposes the position of the own vehicle on the map information for guidance and displays it on a display or the like. The navigation device 15 also has a navigation function of calculating a route to the destination when the driver inputs the destination and guiding the driver along the set route. With this navigation function, the navigation device 15 displays the route to the destination on the map on the display, and notifies the driver of the recommended driving behavior on the route by voice or the like.

The presentation device 16 includes various displays such as a display included in the navigation device 15, a display incorporated in the rearview mirror, a display incorporated in the meter section, and a head-up display projected onto the windshield. Also, the presentation device 16 includes devices other than the display, such as a speaker of an audio device, a seat device in which a vibrating body is embedded, and the like. The presentation device 16 informs the driver of various presentation information under the control of the control device 19 .

The input device 17 is, for example, a device such as a button switch that allows manual input by the driver, a touch panel that is arranged on a display screen, or a microphone that allows driver's voice input. In this embodiment, the driver can input setting information for the presentation information presented by the presentation device 16 by operating the input device 17 . FIG. 2 is a front view showing part of the input device 17 of the present embodiment, and shows an example of button switches arranged on the spokes of a steering wheel or the like.

The illustrated input device 17 is a button switch used when setting ON/OFF of the autonomous travel control function (autonomous speed control function and autonomous steering control function) provided in the control device 19 . Details of the autonomous cruise control function including the autonomous speed control function and the autonomous steering control function will be described later. The input device 17 of this embodiment includes a main switch 171 , a resume/accelerate switch 172 , a set/coast switch 173 , a cancel switch 174 , a distance control switch 175 , and a lane change support switch 176 .

The main switch 171 is a switch for turning ON/OFF the power of the system that realizes the autonomous speed control function and the autonomous steering control function of the control device 19 . The resume/accelerate switch 172 turns off the autonomous speed control function once, and then resumes the autonomous speed control function at the set speed before turning it off, or the preceding vehicle (another vehicle traveling in the same lane as the host vehicle. The same applies in this specification), and then the vehicle is stopped and then restarted by the control device 19, or for an acceleration operation to increase the set speed. The set/coast switch 173 is a switch for performing a set operation to start the autonomous speed control function at the running speed and a coast operation to lower the set speed. The cancel switch 174 is a switch for turning off the autonomous speed control function. The inter-vehicle distance adjustment switch 175 is a switch for setting the inter-vehicle distance to the preceding vehicle, and is a switch for selecting one from a plurality of settings such as short distance, medium distance, and long distance. The lane change support switch 176 is a switch for accepting the start of lane change when the controller 19 confirms the start of the lane change with the driver. By pressing the lane change support switch 176 longer than a predetermined time after approving the start of lane change, the approval of the lane change proposal by the control device 19 can be cancelled.

In addition to the button switch group shown in FIG. 2 , a direction indicator lever of a direction indicator or other switches of the vehicle-mounted device 14 can be used as the input device 17 . For example, when the control device 19 proposes whether or not to change the lane by autonomous control, the driver turns on the switch of the direction indicator to input approval or permission of the lane change. can also Further, when the control device 19 suggests whether or not to change lanes by autonomous control, when the driver operates the direction indicator lever, the direction indicator lever is operated instead of the proposed lane change. It is also possible to adopt a configuration in which a lane change is performed by The setting information input by the input device 17 is output to the control device 19 .

The drive control device 18 controls running of the host vehicle in various ways. For example, when the self-vehicle runs at a set speed by the autonomous speed control function, the drive control device 18 accelerates, decelerates, and maintains the running speed so that the self-vehicle reaches the set speed. Operation of drive mechanism (in engine vehicle, including operation of internal combustion engine; in electric vehicle, operation of driving motor; in hybrid vehicle, including torque distribution between internal combustion engine and driving motor) and control the braking action. In addition, the drive control device 18 realizes acceleration/deceleration and running speed so that the distance between the vehicle and the preceding vehicle is constant when the vehicle follows the preceding vehicle by the autonomous speed control function. control the operation of the drive mechanism and brake operation for

Further, the drive control device 18 performs steering control of the own vehicle by controlling the operation of the steering actuator in addition to the above-described operation control of the drive mechanism and the brake by the autonomous steering control function. For example, when the drive control device 18 executes lane keeping control by the autonomous steering control function, the drive control device 18 detects the lane marker of the own lane (the lane in which the own vehicle travels; hereinafter the same applies in this specification), and the own vehicle The traveling position of the own vehicle in the width direction is controlled so that the own vehicle travels at a predetermined position within the own lane. Further, the drive control device 18 controls the traveling position of the own vehicle in the width direction so that the own vehicle changes lanes when lane change support is executed by a lane change support function, which will be described later. Furthermore, the drive control device 18 performs running control to turn right or left at an intersection or the like when executing right/left turn support by the autonomous steering control function. The drive control device 18 controls the running of the own vehicle according to instructions from the control device 19, which will be described later. Other known methods can also be used as the travel control method by the drive control device 18 .

The control device 19 includes a ROM (Read Only Memory) that stores a program for controlling the running of the vehicle, a CPU (Central Processing Unit) that executes the program stored in the ROM, and an accessible storage device. Equipped with functioning RAM (Random Access Memory). In addition, as the operation circuit, instead of or together with the CPU (Central Processing Unit), MPU (Micro Processing Unit), DSP (Digital Signal Processor), ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), etc. can be used.

<<Function realized by the control device 19>>
The control device 19 has a running information acquisition function for acquiring information about the running state of the own vehicle, a running scene determination function for determining the running scene of the own vehicle, and a running scene determining function for determining the running scene of the own vehicle. and an autonomous cruise control function that autonomously controls the running speed and/or steering of the vehicle. Each function of the control device 19 will be described below.

The travel information acquisition function of the control device 19 is a function for the control device 19 to acquire travel information regarding the travel state of the own vehicle. For example, the control device 19 acquires image information of the exterior of the vehicle captured by the front camera, rear camera, and side camera of the sensor 11 as travel information. In addition, the control device 19 acquires detection results from the front radar, the rear radar, and the side radar as travel information. Furthermore, the control device 19 also receives vehicle speed information of the own vehicle detected by the vehicle speed sensor of the sensor 11, the attitude angle and yaw rate of the own vehicle detected by the gyro sensor, image information of the driver's face captured by the in-vehicle camera, and the like. Acquired as driving information.

Further, the control device 19 acquires current position information of the vehicle from the vehicle position detection device 12 as travel information. Further, the control device 19 acquires the set destination and the route to the destination from the navigation device 15 as travel information. Further, the control device 19 acquires location information such as curved roads and their curve sizes (e.g., curvature or radius of curvature), junctions, junctions, toll gates, and locations where the number of lanes decreases from the map database 13 as travel information. do. In addition, the control device 19 acquires operation information of the vehicle-mounted device 14 by the driver from the vehicle-mounted device 14 as driving information. The above is the travel information acquisition function realized by the control device 19 .

The driving scene determination function of the control device 19 refers to a table stored in the ROM of the control device 19 to determine the driving scene in which the host vehicle is running. A table stored in the ROM of the control device 19 stores, for example, driving scenes suitable for changing lanes and overtaking and determination conditions for each driving scene. The control device 19 refers to the table stored in the ROM and determines whether or not the driving scene of the own vehicle is suitable for, for example, changing lanes or overtaking.

For example, the judgment conditions for the "catch-up scene" include "preceding vehicle exists in front", "preceding vehicle speed < own vehicle's set speed", "predetermined time to reach the preceding vehicle", and Suppose that four conditions are set, that is, "the lane change direction is not a lane change prohibition condition." In this case, the control device 19, for example, the detection result by the front camera and the front radar included in the sensor 11, the vehicle speed detected by the vehicle speed sensor, the position information of the vehicle by the vehicle position detection device 12, and the like. Based on this, it is determined whether or not the host vehicle satisfies the above conditions. When the above conditions are satisfied, the control device 19 determines that the subject vehicle is in a "catch-up scene with the preceding vehicle". The driving scene determination function realized by the control device 19 has been described above.

The autonomous driving control function of the control device 19 is a function for the control device 19 to autonomously control the driving of the own vehicle without depending on the driver's operation. The autonomous travel control function of the control device 19 includes an autonomous speed control function that autonomously controls the travel speed of the vehicle, and an autonomous steering control function that autonomously controls the steering of the vehicle. It should be noted that autonomous control without relying on the operation of the driver also includes performing some operations by the driver. Also, the autonomous speed control function and the autonomous steering control function may be functions independent of each other or may be functions related to each other. The autonomous speed control function and the autonomous steering control function of this embodiment will be described below.

When a vehicle ahead is detected, the autonomous speed control function sets the vehicle speed set by the driver as the upper limit and controls the distance between the vehicles according to the vehicle speed while following the vehicle ahead. If the vehicle is not detected, it will run at a constant speed set by the driver. The former is also called inter-vehicle control, and the latter is called constant speed control. The autonomous speed control function detects the speed limit of the road on which the vehicle is traveling from the road signs by the sensor 11, or acquires the speed limit from map information in the map database 13, and automatically adjusts the speed limit to the set vehicle speed. may include the ability to

To activate the autonomous speed control function, the driver first operates the resume/accelerate switch 172 or the set/coast switch 173 of the input device 17 shown in FIG. 2 to input a desired running speed. For example, if the set coast switch 173 is pressed while the vehicle is traveling at 70 km/h, the current traveling speed is set as is. The set speed can be increased by pressing the switch 172 multiple times. The "+" mark attached to the resume/accelerate switch 172 indicates that it is a switch for increasing the set value. Conversely, if the speed desired by the driver is 60 km/h, the set coast switch 173 should be pressed a plurality of times to lower the set speed. The "-" mark attached to the set/coast switch 173 indicates that it is a switch that decreases the set value. Further, the driver's desired inter-vehicle distance can be selected by operating the inter-vehicle distance adjustment switch 175 of the input device 17 shown in FIG.

Constant-speed control, in which the vehicle travels at a constant speed set by the driver, is executed when the forward radar of the sensor 11 or the like detects that there is no preceding vehicle ahead of the own lane. In constant speed control, the drive control device 18 controls the operation of drive mechanisms such as the engine and brakes while feeding back vehicle speed data from a vehicle speed sensor so as to maintain a set running speed.

The inter-vehicle distance control, in which the vehicle follows the preceding vehicle while performing the inter-vehicle distance control, is executed when the forward radar of the sensor 11 or the like detects that there is a preceding vehicle ahead of the own lane. In the inter-vehicle distance control, the driving mechanism such as the engine and the brakes is operated by the drive control device 18 while feeding back the inter-vehicle distance data detected by the front radar so as to maintain the set inter-vehicle distance with the set running speed as the upper limit. controls the behavior of Note that when the preceding vehicle stops while traveling under inter-vehicle distance control, the host vehicle also stops following the preceding vehicle. Further, when the preceding vehicle starts moving within, for example, 30 seconds after the own vehicle stops, the own vehicle also starts and starts the follow-up running by the vehicle-to-vehicle distance control again. If the own vehicle has been stopped for more than 30 seconds, it will not automatically start even if the preceding vehicle starts moving. , the follow-up running is started again by the vehicle-to-vehicle distance control.

On the other hand, the autonomous steering control function is a function for executing steering control of the own vehicle by controlling the operation of the steering actuator. The autonomous steering control function of the present embodiment includes (1) a lane keeping function (lane width direction maintenance function) that controls the steering so that the driver runs in the center of the lane, for example, and assists the driver's steering operation; ) When the driver operates the turn signal lever, the steering is controlled, and the lane change assist function assists the steering operation required to change lanes. (4) If the driver has set a destination in the navigation device, etc., the vehicle will run according to the route. When the vehicle arrives at the lane change point required to change lanes, a display is displayed to confirm the driver's intention to change lanes. . When the autonomous steering control is executed, the autonomous speed control is also executed at the same time, but the speed control may be executed by the driver's accelerator/brake operation.

Now, when autonomously traveling in an intersection using the above-described autonomous traveling control function, the vehicle passes through the intersection by following a preset traveling route. The prior art document cited in the prior art describes setting a recommended area that connects an approach road to an intersection and an exit road from the intersection, and controlling the own vehicle so that it travels in this recommended area. there is However, in the prior art document, only one recommended area for driving through the intersection is set. If only one recommended area (driving route) within the intersection is set, depending on the position at which the vehicle V1 stops within the intersection, after the vehicle V1 stops within the intersection, the vehicle V1 turns right or left to pass through the intersection. may take longer.

The intersection IS shown in FIG. 4 is a road with two lanes in each direction (left-hand traffic) in the vertical direction of the drawing. The road is a two-lane road with one lane exiting from the intersection IS. It is assumed that the own vehicle V1 enters the intersection IS from the running lane L1 on the lower side of the drawing, turns right in the intersection IS, and exits to the running lane L2 on the right side of the drawing. In such a case, for example, the vehicle V1 enters from the lane L3, which is the opposite lane of the lane L1 in which the vehicle V1 is currently traveling (the lane opposite to the own lane; hereinafter the same applies in this specification), and proceeds straight through the intersection IS. If there is an oncoming vehicle V2 exiting the lane L4, the own vehicle V1 needs to stop once near the entrance of the intersection IS, as shown in FIG. After the oncoming vehicle V2 has passed, the own vehicle V1 starts to turn right from the position where it was stopped and exits into the lane L2. takes longer.

Therefore, in the vehicle travel control device 1 according to the present embodiment, when the vehicle V1 autonomously travels through an intersection, the planned traveling trajectory of the own vehicle V1 is the first traveling line that makes a steady circular turn from the entrance to the exit of the intersection IS. , near the center of the intersection IS, a second travel line is set to wait for passage of the oncoming vehicle V2 traveling in the oncoming lane. If the vehicle V1 selects the second travel line when passing through the intersection IS, it can wait for the oncoming vehicle V2 to pass near the center of the intersection IS. , the time required to pass through the intersection IS can be shortened.

An embodiment in which the vehicle autonomously travels through an intersection IS will be described below with reference to FIGS. 5A to 6B. In the following, an example will be described in which the present invention is applied to a driving scene in accordance with traffic regulations such as Japanese traffic regulations that stipulate that vehicles drive on the left side and people drive on the right side. However, the present invention can also be applied to a driving scene in accordance with traffic regulations that stipulate that vehicles drive on the right side and people drive on the left side by changing the readings in the following description.

FIG. 3 is a block diagram showing an example of an intersection travel control unit 190 included in the control device 19. As shown in FIG. The intersection travel control unit 190 of the present embodiment includes a travel data accumulation unit 191, a travel situation determination unit 192, a travel line setting unit 193, and a follow command value generation unit 194, which includes the map database 13 and intersection detection. A signal or information from a sensor 11 such as a front camera as a unit is incorporated, and the final command value is output to the drive control device 18 . Each section constituting the intersection travel control unit 190 expresses for convenience the functional configuration exhibited by the execution of the information processing program in the control device 19, and is actually realized by the program stored in the ROM. be.

The travel data storage unit 191 is a database in which travel information (trajectory, etc.) and position information (latitude and longitude, etc.) of vehicles on roads on which the vehicle has traveled in the past are associated and accumulated. Traveling data accumulation unit 191 is provided, for example, in a server outside the vehicle, and can be accessed by a specific user via an Internet line or the like. If the travel data accumulation unit 191 has a history of the travel locus, the data can be read out and the vehicle can travel autonomously. Further, past travel information can be updated by reflecting current travel information, and for example, information of a first travel line and a second travel line, which will be described later, can be stored. However, if it is the first intersection IS with no travel history, or if the shape of the intersection IS has been changed, the information in the travel data storage unit 191 cannot be used. Note that the travel data storage unit 191 is not an essential component of the present invention, and may be omitted as necessary.

The intersection detection unit is a sensor 11 that detects an intersection IS on the travel route of the vehicle V1, and includes a front camera that primarily captures an image of the front of the vehicle V1, a side camera that captures images of the left and right sides of the vehicle V1, and the like. is included. The intersection detection unit acquires intersection information using a front camera or the like. The intersection information includes location information (latitude and longitude, etc.) of the entrance and exit of the intersection IS, road information (number of lanes, lane width, etc.) connected to the entrance and exit of the intersection IS, as well as road marking information (lane marker, stop line, etc.). etc.) are included. Note that the intersection detection unit may acquire intersection information from map information stored in the map database 13 .

FIG. 5A is a plan view showing an example of a scene in which the host vehicle V1 makes a right turn at the intersection IS by autonomous traveling using the cruise control device 1 of the present embodiment. Similarly to the intersection IS shown in FIG. 4A, the intersection IS shown in FIG. The lane is a road with two driving lanes entering the intersection IS and one driving lane exiting the intersection IS. In the center of the intersection IS, a guidance sign GM is provided to guide the vehicle through the intersection IS. It is assumed that the own vehicle V1 enters the intersection IS from the driving lane L1 at the entrance of the intersection IS, turns right, and exits to the driving lane L2 at the exit of the intersection IS. Here, the entrance of the intersection IS and the exit of the intersection IS mean the entrance and the exit when viewed from the traveling direction of the own vehicle V1.

Based on the map information acquired from the map database 13, the vehicle travel information (such as travel locus) acquired from the travel data accumulation unit 191, and the intersection information acquired from the intersection detection unit, the travel situation determination unit 192 determines whether the own vehicle V1 It is determined whether or not the planned traveling trajectory TR traveling through the intersection IS crosses the opposite lane of the own lane on which the own vehicle V1 is currently traveling. The fact that the planned traveling trajectory TR crosses the oncoming lane means that the host vehicle V1 needs to stop or slow down within the intersection IS in order to allow the oncoming vehicle V2 traveling in the oncoming lane to pass.

First, the travel situation determination unit 192 generates a planned travel trajectory TR of the own vehicle V1. In the scene shown in FIG. 5A, for example, the center of the stop line SL1 of the traveling lane L1 connected to the entrance of the intersection IS and the extended stop line obtained by extending the stop line of the opposite lane of the traveling lane L2 connected to the exit of the intersection IS A transition curve that smoothly connects the centers of SL2 (double line) is generated using, for example, a trigonometric function, a polynomial function, a clothoid curve, a Bezier curve, or the like (solid arrow). If the travel data accumulation unit 191 stores the past travel trajectory of the intersection IS, the travel situation determination unit 192 may read the past travel trajectory as the planned travel trajectory TR.

Next, the travel situation determination unit 192 determines whether or not the generated planned travel trajectory TR crosses the oncoming lane. In the scene shown in FIG. 5A, the term "oncoming lane" refers to the driving lane L3 and driving lane L4 facing the driving lane L1 in which the vehicle V1 is currently driving, and the intersection IS connecting the driving lane L3 and the driving lane L4. is the via lane RL within. For example, when the vehicle V1 turns left at the intersection IS, it does not cross the transit lane RL. do. In such a scene, the traveling situation determination unit 192 determines that the planned traveling trajectory TR of the own vehicle V1 crosses the oncoming lane. The traveling situation determining section 192 outputs the determination result to the traveling line setting section 193 .

When the traveling line setting unit 193 acquires the determination result that the planned traveling trajectory TR of the vehicle V1 crosses the oncoming lane from the traveling situation judging unit 192, the traveling line setting unit 193 sets the planned traveling trajectory TR for the vehicle V1 to travel in the intersection IS. , at least the first travel line TL1 and the second travel line TL2 are set. Then, either of the first travel line TL1 and the second travel line TL2 (a general term for the first travel line TL1 and the second travel line TL2; hereinafter the same in this specification) is used to drive the own vehicle. It determines whether V1 is to be travel-controlled, and outputs it to the follow-up command value generator 194 .

The first travel line TL1 is not particularly limited, but is, for example, a line with a constant curvature that connects the entrance to the exit of the intersection IS as shown in FIG. 5A. In other words, the trajectory of a steady circular turn is obtained in which the turning radius of the vehicle V1 is constant. On the other hand, the second travel line TL2 is not particularly limited, but has a greater curvature than the first travel line TL1 connecting from the entrance to the center of the intersection IS and from the center to the exit of the intersection IS. is. That is, from the entrance to the center of the intersection IS, the vehicle V1 runs as straight as possible, makes a large turn near the center of the intersection IS, and heads for the exit. This is the trajectory that allows waiting for the passage of the oncoming vehicle V2. As a result, the first travel line TL1 can stabilize the travel behavior of the own vehicle V1, and the second travel line TL2 can make the own vehicle V1 correspond to the travel behavior of the oncoming vehicle V2 traveling in the oncoming lane. can. Note that the first travel line TL1 and the second travel line TL2 may have an overlapping area in a part of the trajectory as described later (see FIGS. 6A and 6B).

Incidentally, on the travel line TL, the lateral jerk (jerk, jerk) generated when the host vehicle V1 travels on the first travel line TL1 is equal to the lateral jerk (jerk, jerk) generated when the vehicle V1 travels on the second travel line TL2. may be set by making the line smaller than the jerk of . As a result, the first travel line TL1 can be a trajectory that suppresses the jerk of the centrifugal force (so-called lateral G) acting in the lateral direction when the vehicle V1 makes a right turn. Improves stability.

In addition, on the second travel line TL2, the steering angle of the own vehicle V1 when traveling from the entrance of the intersection IS to near the center is greater than the steering angle when traveling on the first travel line TL1. It may be set such that the steering angle when traveling from the vicinity of the center of the intersection IS to the exit on the second travel line TL2 is made larger than the steering angle when traveling on the first travel line TL1. . As a result, the first travel line TL1 can be a trajectory that suppresses the amount of change in the steering angle when the occupant of the vehicle V1 operates the steering wheel, thereby further stabilizing the travel behavior of the vehicle V1. improves. Further, the second travel line TL2 can follow a trajectory in which the amount of change in the steering angle is suppressed until it reaches the vicinity of the center of the intersection IS. can be done.

After setting the first travel line TL1 and the second travel line TL2, the travel line setting unit 193 selects which travel line TL is used for travel control of the host vehicle V1. For example, a front camera or the like as the sensor 11 detects other vehicles traveling through the intersection IS, and based on the detected traveling behavior of the other vehicle, determines whether the host vehicle V1 needs to stop or slow down within the intersection IS. may be determined to determine the travel line TL.

As shown in FIG. 5B, since the second travel line TL2 runs near the center of the intersection IS, it is easier for the vehicle V1 to travel through the intersection IS compared to the case where the vehicle travels along the first travel line TL1 and stops within the intersection IS. The vehicle can be stopped inside the IS (near the center). Therefore, the travel line setting unit 193 selects the second travel line TL2 when the host vehicle V1 needs to stop or slow down within the intersection IS due to the travel behavior of the other vehicle. By stopping the vehicle V1 inside (near the center of) the intersection IS as much as possible, the distance required for the vehicle V1 to turn right after stopping is shortened, so the time required to pass through the intersection IS can be shortened. Because you can.

In particular, when an oncoming vehicle V2 entering the intersection IS from the driving lane L3 is detected among other vehicles traveling through the intersection IS, the possibility that the own vehicle V1 stops or slows down within the intersection IS increases. , the running line setting unit 193 selects the second running line TL2. As in the scene shown in FIG. 5B, when the oncoming vehicle V2 travels from the travel lane L3 to the transit lane RL and exits to the travel lane L4, the oncoming vehicle V2 passes the planned travel trajectory TR of the own vehicle V1. , affect the running behavior of the host vehicle V1. When there is an oncoming vehicle V2 that affects the running behavior of the own vehicle V1, it is determined that the own vehicle V1 needs to stop or slow down, and by selecting the second travel line TL2, the own vehicle V1 is controlled. The vehicle can be stopped inside the intersection IS (near the center) as much as possible. As a result, it is possible to reduce the time required for the vehicle V1 to pass through the intersection IS after it has stopped.

However, when it is detected that the lane L1 in which the vehicle V1 is currently traveling is a priority road with respect to the oncoming lane (lane L3) based on the intersection information acquired by the intersection detection unit, the first traveling Line TL1 may be selected. In such a case, even if there is an oncoming vehicle V2 passing the planned travel trajectory TR of the own vehicle V1, the own vehicle V1 can make a right turn at the intersection IS in preference to the oncoming vehicle V2. This is because there is no need to stop or slow down.

On the other hand, when the driving lane L1 in which the host vehicle V1 is currently driving is a non-priority road with respect to the oncoming lane (driving lane L3), if there is an oncoming vehicle V2 entering the intersection IS from the driving lane L3, Since the host vehicle V1 must stop or slow down, it selects the second travel line TL2. In this manner, by selecting the travel line TL depending on whether the own lane in which the vehicle V1 travels is a priority road or a non-priority road with respect to the oncoming lane, the vehicle can travel according to the travel environment of the intersection IS. The own vehicle V1 can be driven on the line TL.

Note that, as shown in FIG. 5C, when a guide line GL for guiding travel in the intersection IS is detected based on the intersection information acquired by the intersection detection unit, the vehicle V1 is caused to travel in accordance with traffic regulations. The travel line setting unit 193 performs travel control using the third travel line TL3 along the guide line GL. However, as shown in FIG. 5C, the guide line GL is often installed in a part of the intersection IS. In such a case, for example, the stop position SP at which the vehicle V1 stops is detected at the tip of the guide line GL, and a complementary line connecting the stop position SP to the extended stop line SL2 (double line) at the exit of the intersection IS is detected. After calculating CL and passing through the third travel line TL3, the host vehicle V1 may be travel-controlled along the complementary line CL.

Incidentally, as shown in FIGS. 5A and 5B, when the travel line setting unit 193 detects the guidance sign GM that guides the travel in the intersection IS, , the host vehicle V1 is caused to travel using the travel line TL (here, the second travel line TL2 shown in FIG. 5B) that travels in the vicinity of the guidance sign GM. This is for controlling the running of the own vehicle V1 in accordance with traffic regulations, as in the case where the guide line GL is detected.

6A and 6B are plan views for explaining scenes in which the travel line setting unit 193 selects the first travel line TL1 or the second travel line TL2. As described above, the travel line setting unit 193 selects either the first travel line TL1 or the second travel line TL (or the third travel line TL) based on the travel behavior of the oncoming vehicle V2 and the intersection information acquired by the intersection detection unit. Line TL3) is selected to control running of own vehicle V1. For example, the travel line setting unit 193 may select the travel line TL at the timing when the own vehicle V1 reaches the entrance of the intersection IS. In the scene shown in FIG. 6A, this is when the own vehicle V1 reaches the stop line SL1 of the driving lane L1. This is because the vehicle V1 can smoothly pass through the intersection IS by selecting the travel line TL before the vehicle V1 enters the intersection IS.

Further, when the first travel line TL1 and the second travel line TL2 overlap, the travel line setting unit 193 may select the travel line TL in this overlapping region. In the scene shown in FIG. 6B, the travel line setting unit 193 detects an overlapping area CA where the first travel line TL1 and the second travel line TL2 overlap based on the intersection information acquired by the intersection detection unit. If the travel line TL is selected after passing the superimposed area CA, the travel locus of the vehicle V1 may have to be changed suddenly, which may affect the travel behavior of the vehicle V1. However, if the travel line TL is selected in the superimposed area CA, it is possible to set a more appropriate travel line TL without affecting the travel behavior of the vehicle V1 even after entering the intersection IS. .

Further, the travel line setting unit 193 may select the travel line TL at the position closest to the center of the intersection IS in the superimposed area CA, that is, at the timing when the intersection IS is most entered. In the scene shown in FIG. 6B, the travel line TL is selected when the extreme end SCL of the superimposed area CA is reached. After entering the intersection IS, the travel line TL is selected at the timing when the own vehicle V1 travels to the inside of the intersection IS as much as possible, thereby securing time for detecting the travel behavior of the oncoming vehicle V2 traveling in the oncoming lane. , the appropriate travel line TL can be selected according to the travel environment of the host vehicle V1.

Returning to FIG. 3 , the follow-up command value generation unit 194 calculates a control command value to be actually output to the drive control device 18 based on the travel line TL selected by the travel line setting unit 193 . For example, the control command value is calculated so that the host vehicle V1 travels along the center of the selected travel line TL. The follow command value generation unit 196 causes the own vehicle V1 to follow the selected travel line TL, thereby causing the intersection IS to travel.

《Intersection travel control processing》
Next, with reference to FIG. 7, the intersection traveling control process according to this embodiment will be described. FIG. 7 is a flow chart showing an example of intersection travel control processing executed by the control device 19 of the present embodiment. The travel control process described below is executed by the control device 19 at predetermined time intervals. In the following description, autonomous speed control and autonomous steering control are executed by the autonomous driving control function of the control device 19 so that the vehicle runs in the lane at the speed set by the driver. It is assumed that lane keep control is being performed to control the traveling position.

First, at step S1 in FIG. 7, the intersection detection unit (sensor 11) detects an intersection IS on the travel route of the vehicle V1 using a front camera or the like. Next, in step S2, the travel situation determination unit 192 generates a planned travel trajectory TR of the host vehicle V1. For example, as shown in FIG. 5A, an extension calculated by extending the center of the stop line SL1 of the travel lane L1 connected to the entrance of the intersection IS and the stop line of the opposite lane of the travel lane L2 connected to the exit of the intersection IS. A transition curve that smoothly connects the centers of the stop line SL2 (double line) is generated. If the travel data accumulation unit 191 stores the past travel locus of the intersection IS, the past travel locus may be read out and used as the planned travel locus TR.

In step S3, the traveling situation determination unit 192 determines whether or not the planned traveling trajectory TR of the own vehicle V1 crosses the oncoming lane. In the scene shown in FIG. 5A, the oncoming lanes are traveling lanes L3 and L4 that face the traveling lane L1 in which the vehicle V1 is currently traveling, and a route in the intersection IS that connects the traveling lanes L3 and L4. Lane RL. As shown in FIG. 5A, when it is determined that the planned traveling trajectory TR of the own vehicle V1 crosses the oncoming lane, the process proceeds to step S4. On the other hand, when it is determined that the planned traveling trajectory TR of the own vehicle V1 does not cross the oncoming lane, the own vehicle V1 stops or slows down according to the traveling state of the oncoming vehicle V2 when passing through the intersection IS. Since there is no need, the intersection travel control process of the present embodiment is terminated.

As a result of the determination in step S3, when it is determined that the planned traveling trajectory TR of the own vehicle V1 crosses the oncoming lane, in step S4, the traveling line setting unit 193 sets the planned traveling trajectory TR of the own vehicle V1 at the intersection IS. , a first travel line TL1 and a second travel line TL2 are set. The first travel line TL1 is, for example, a steady circular turning trajectory in which the turning radius of the own vehicle V1 traveling from the entrance to the exit of the intersection IS is constant, as shown in FIG. 5A. The second travel line TL2 is, for example, a trajectory shown in FIG. 5B, in which the own vehicle V1 travels as straight as possible from the entrance to the center of the intersection IS, makes a large turn near the center of the intersection IS, and heads for the exit. , the trajectory where the own vehicle V1 can wait for the passage of the oncoming vehicle V2 in the vicinity of the center of the intersection IS.

In subsequent step S5, the travel line setting unit 193 determines whether or not there is an overlapping area CA where the first travel line TL1 and the second travel line TL2 overlap, as shown in FIG. 6B. When it is determined that the superimposed area CA exists, the process proceeds to step S6. On the other hand, if it is determined that the superimposed area CA does not exist, the process proceeds to step S7.

As a result of the determination in step S5, when it is determined that there is an overlapping area CA where the first travel line TL1 and the second travel line TL2 overlap, in step S6, the travel line setting unit 193 sets the Next, it is determined whether or not the own vehicle V1 has reached the extreme end SCL of the superimposed area CA. When it is determined that the end SCL of the superimposed area CA has been reached, the process proceeds to step S8. On the other hand, if it is determined that the outermost portion SCL of the superimposed area CA has not been reached, step S6 is repeated until the outermost portion SCL of the superimposed area CA is reached.

As a result of the determination in step S5, when it is determined that there is no superimposed area CA where the first travel line TL1 and the second travel line TL2 overlap, in step S7, the travel line setting unit 193 sets the It is determined whether or not the vehicle V1 has reached the entrance of the intersection IS. The entrance of the intersection IS is, for example, the stop line SL1 of the travel lane L1 on which the own vehicle V1 travels. When it is determined that the vehicle has reached the entrance of the intersection IS, the process proceeds to step S8. On the other hand, if it is determined that the vehicle has not reached the entrance of the intersection IS, step S7 is repeated until the vehicle reaches the entrance of the intersection IS.

When it is determined that the vehicle V1 has reached the extreme end SCL of the superimposed area CA as a result of the determination in step S6, and when it is determined that the vehicle V1 has reached the entrance of the intersection IS as a result of the determination in step S7. In step S8, the travel line setting unit 193 determines whether or not there is an oncoming vehicle V2 entering from the oncoming lane of the travel lane L1 on which the host vehicle V1 travels. The oncoming lane here is the driving lane L3 shown in FIGS. 5A and 5B.

As a result of the determination in step S8, when it is determined that there is an oncoming vehicle V2 entering from the oncoming lane (travel lane L3), the process proceeds to step S9, and the travel line setting unit 193 selects the second travel line TL2. If there is an oncoming vehicle V2 entering from the oncoming lane (running lane L3), the own vehicle V1 must stop or slow down within the intersection IS. At (near the center), the own vehicle V1 is stopped or slowed down.

As a result of the determination in step S8, when it is determined that there is no oncoming vehicle V2 entering from the oncoming lane (travel lane L3), the process proceeds to step S10, and the travel line setting unit 193 selects the first travel line TL1. When the oncoming vehicle V2 does not exist, the own vehicle V1 does not need to stop or slow down in the intersection IS, so the first travel line TL1 is selected, and the own vehicle V1 travels on a trajectory with high stability of travel behavior. Let

In subsequent step S<b>11 , the follow-up command value generation unit 196 calculates a control command value based on the travel line TL selected by the travel line setting unit 193 . Then, it outputs a control command value to the drive control device 18 to control the running of the own vehicle V1 to turn right at the intersection IS.

As described above, according to the vehicle travel control method and the travel control device 1 of the present embodiment, when the vehicle V1 is about to turn right or left to pass through the intersection IS, the distance from the entrance to the exit of the intersection IS is increased. When the planned traveling trajectory TR crosses the opposing lane (traveling lanes L3 and L4 and the transit lane RL) of the own lane (traveling lane L1) in which the own vehicle V1 is currently traveling, the traveling plan of the own vehicle V1 at the intersection IS As the trajectory TR, a first travel line TL1 that makes a steady circular turn from the entrance to the exit of the intersection IS and a second travel line TL2 that waits for passage of an oncoming vehicle V2 traveling in the oncoming lane near the center of the intersection IS are set, Either the first travel line TL1 or the second travel line TL2 is selected to drive the own vehicle V1. As the planned traveling trajectory TR of the vehicle V1 at the intersection IS, in addition to the first traveling line TL1 that makes a steady circular turn from the entrance to the exit of the intersection IS, the passage of the oncoming vehicle V2 traveling in the oncoming lane near the center of the intersection IS. A second travel line TL2 to wait for is set. Therefore, by selecting the second travel line TL2 and waiting for the oncoming vehicle V2 to pass near the center of the intersection IS, the time required for the own vehicle V1 to pass through the intersection IS after stopping within the intersection IS is can be shortened.

Further, according to the vehicle travel control method and travel control device 1 of the present embodiment, the jerk in the lateral direction of the own vehicle V1 generated when traveling along the first travel line TL1 can be It is smaller than the jerk in the lateral direction of the host vehicle V1 that occurs when As a result, the first travel line TL1 can be a trajectory that suppresses the jerk of the centrifugal force (so-called lateral G) acting in the lateral direction when the vehicle V1 makes a right turn. Improves stability.

Further, according to the vehicle travel control method and travel control device 1 of the present embodiment, the steering angle of the own vehicle V1 when traveling from the entrance of the intersection IS to near the center of the second travel line TL2 is the first The steering angle of the vehicle V1 is smaller than the steering angle of the vehicle V1 when traveling along the travel line TL1, and the steering angle of the vehicle V1 when traveling from the vicinity of the center of the intersection IS to the exit on the second travel line TL2 is the first travel line. It is larger than the steering angle of the own vehicle V1 when traveling on the line TL1. As a result, the first travel line TL1 can be a trajectory that suppresses the amount of change in the steering angle when the occupant of the vehicle V1 operates the steering wheel, thereby further stabilizing the travel behavior of the vehicle V1. improves. Further, the second travel line TL2 can follow a trajectory in which the amount of change in the steering angle is suppressed until it reaches the vicinity of the center of the intersection IS. can be done.

Further, according to the vehicle travel control method and travel control device 1 of the present embodiment, the first travel line TL1 is a curved line with a constant curvature that connects the entrance to the exit of the intersection IS, and is the second travel line. TL2 has a larger curvature than that of the first travel line TL1, connecting from the entrance to the center of the intersection IS and from the center to the exit of the intersection IS. As a result, the first travel line TL1 can stabilize the travel behavior of the own vehicle V1, and the second travel line TL2 can make the own vehicle V1 correspond to the travel behavior of the oncoming vehicle V2 traveling in the oncoming lane. can.

Further, according to the vehicle running control method and the running control device 1 of the present embodiment, it is determined whether or not the vehicle V1 needs to stop or slow down within the intersection IS, and the vehicle V1 moves within the intersection IS. When it is determined that it is necessary to stop or slow down, the second travel line TL2 is selected. As a result, when the own vehicle V1 needs to stop or slow down within the intersection IS, the own vehicle V1 can be stopped inside the intersection IS (near the center) as much as possible. As a result, the distance for the own vehicle V1 to turn right after stopping is shortened, so the time required to pass through the intersection IS can be shortened.

Further, according to the vehicle running control method and the running control device 1 of the present embodiment, when the oncoming vehicle V2 traveling in the oncoming lane (running lane L3) is detected and the oncoming vehicle V2 enters the intersection IS, It determines that the host vehicle V1 needs to stop or slow down within the intersection IS, and selects the second travel line TL2. As a result, when there is an oncoming vehicle V2 that affects the running behavior of the own vehicle V1, it is determined that the own vehicle V1 needs to stop or slow down, and the own vehicle V1 is moved inside the intersection IS (near the center) as much as possible. ) to stop. As a result, it is possible to reduce the time required for the vehicle V1 to pass through the intersection IS after it has stopped.

Further, according to the vehicle travel control method and travel control device 1 of the present embodiment, the own lane (travel lane L1) in which the own vehicle V1 is currently traveling is a priority road with respect to the oncoming lane (travel lane L3). or a non-priority road, and if the own lane (travel lane L1) is a priority road, select the first travel line TL1, and if the own lane (travel lane L1) is a non-priority road , the second travel line TL2 is selected. As a result, the own vehicle V1 can be caused to travel along the travel line TL corresponding to the travel environment of the intersection IS.

Further, according to the vehicle travel control method and the travel control device 1 of the present embodiment, the guide line GL that guides travel in the intersection IS is detected, and when the guide line GL is detected, the guide line GL Since the own vehicle V1 is caused to travel along the (third traveling line TL3), the own vehicle V1 can be caused to travel in accordance with the traffic regulations.

Further, according to the vehicle travel control method and the travel control device 1 of the present embodiment, the guide sign GM that guides travel in the intersection IS is detected, and when the guide sign GM is detected, the first travel Since the driving line TL for driving near the guidance sign GM is selected from the line TL1 and the second driving line TL2, the vehicle V1 can be driven by selecting the appropriate driving line TL in accordance with the traffic regulations.

Further, according to the vehicle travel control method and travel control device 1 of the present embodiment, before the own vehicle V1 enters the intersection IS, either the first travel line TL1 or the second travel line TL2 is selected at the entrance of the intersection IS. to choose. As a result, the host vehicle V1 can smoothly pass through the intersection IS.

Further, according to the vehicle travel control method and travel control device 1 of the present embodiment, the overlapping area CA where the first travel line TL1 and the second travel line TL2 overlap is detected between the entrance to the center of the intersection IS. Then, after the host vehicle V1 enters the intersection IS, either the first travel line TL1 or the second travel line TL2 is selected in the superimposed area CA. As a result, even after entering the intersection IS, a more appropriate travel line TL can be set without affecting the travel behavior of the host vehicle V1.

Further, according to the vehicle cruise control method and the cruise control device 1 of the present embodiment, when the host vehicle V1 reaches the position closest to the vicinity of the center of the intersection IS in the superimposed area CA (the farthest end SCL), Either the first travel line TL1 or the second travel line TL2 is selected. As a result, it is possible to select an appropriate travel line TL according to the travel environment of the host vehicle V1 while securing time to detect the travel behavior of the oncoming vehicle V2.

It should be noted that the embodiments described above are described to facilitate understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above embodiments is meant to include all design changes and equivalents that fall within the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1... Travel control apparatus 11... Sensor 12... Vehicle position detection apparatus 13... Map database 14... Vehicle-mounted apparatus 15... Navigation apparatus 16... Presentation apparatus 17... Input device 18... Drive control apparatus 19... Control apparatus V1... Own vehicle V2... Oncoming vehicles L1, L2, L3, L4 Travel lane TL1 First travel line TL2 Second travel line TR Planned travel locus CA Superimposed area GL Guidance line GM Guidance sign IS Intersection

Claims (13)

In a cruise control method executed by a processor for autonomously controlling an own vehicle traveling on a road including an intersection,
The processor
At an intersection where the vehicle is going to turn right or left to pass, when the planned travel trajectory of the vehicle from the entrance to the exit of the intersection crosses the oncoming lane of the lane in which the vehicle is currently traveling. ,
As the planned travel trajectory of the vehicle at the intersection, a first travel line that makes a steady circular turn from the entrance to the exit of the intersection, and a second travel line that waits for passage of an oncoming vehicle traveling in the oncoming lane near the center of the intersection. set the running line,
A vehicle travel control method for selecting either the first travel line or the second travel line to travel the own vehicle. A lateral jerk of the vehicle that occurs when the vehicle travels on the first travel line is smaller than a lateral jerk of the vehicle that occurs when the vehicle travels on the second travel line. 2. The vehicle travel control method according to 1. The steering angle of the own vehicle when traveling from the entrance to the center of the intersection on the second travel line is smaller than the steering angle of the own vehicle when traveling on the first travel line,
3. A steering angle of the own vehicle when traveling on the second travel line from the vicinity of the center of the intersection to an exit is larger than a steering angle of the own vehicle when traveling on the first travel line. 3. The vehicle travel control method according to 1 or 2. The first travel line is a curved line with a constant curvature that connects the entrance to the exit of the intersection,
4. The curvature of the second travel line connecting the entrance to the center of the intersection and the intersection from the center to the exit is greater than the curvature of the first travel line. 4. The vehicle travel control method described in . The processor
It is determined whether the own vehicle needs to stop or slow down within the intersection, and if it is determined that the own vehicle needs to stop or slow down within the intersection, the second travel line is selected. The vehicle travel control method according to any one of claims 1 to 4. The processor
detecting the oncoming vehicle traveling in the oncoming lane, determining that the own vehicle needs to stop or slow down within the intersection when the oncoming vehicle enters the intersection, and determining the second travel line; 6. The vehicle cruise control method according to claim 5, wherein: The processor
It is detected whether the own lane in which the own vehicle is currently traveling is a priority road or a non-priority road with respect to the oncoming lane, and if the own lane is a priority road, the first travel line is selected. The vehicle travel control method according to any one of claims 1 to 6, further comprising selecting the second travel line when the own lane is a non-priority road. The processor
8. The vehicle according to any one of claims 1 to 7, wherein a guide line that guides travel in the intersection is detected, and when the guide line is detected, the own vehicle is caused to travel along the guide line. Vehicle travel control method. The processor
A guidance sign that guides travel in the intersection is detected, and when the guidance sign is detected, the travel line for traveling near the guidance sign is selected from the first travel line and the second travel line. The vehicle cruise control method according to any one of claims 1 to 7. The processor
The vehicle travel according to any one of claims 1 to 9, wherein either the first travel line or the second travel line is selected at an entrance of the intersection before the host vehicle enters the intersection. control method. The processor
A superimposed area in which the first travel line and the second travel line overlap is detected from the entrance to the center of the intersection, and after the vehicle enters the intersection, the first travel is performed in the overlap area. The vehicle travel control method according to any one of claims 1 to 9, wherein either the line or the second travel line is selected. The processor
12. The vehicle travel according to claim 11, wherein either the first travel line or the second travel line is selected when the host vehicle reaches a position closest to the center of the intersection in the superimposed area. control method. In a cruise control device that autonomously controls a self-driving vehicle traveling on roads including intersections,
Whether or not the vehicle's planned travel path from the entrance to the exit of the intersection at which the vehicle is about to turn right or left crosses the oncoming lane of the vehicle's current lane. a determination unit that determines whether
As the planned travel trajectory of the vehicle at the intersection, a first travel line that makes a steady circular turn from the entrance to the exit of the intersection, and a second travel line that waits for passage of an oncoming vehicle traveling in the oncoming lane near the center of the intersection. a setting unit for setting a running line;
A travel control device for a vehicle, comprising: a control unit that selects either the first travel line or the second travel line and causes the host vehicle to travel.

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